Avalon CLOSED to GA
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An ALA is an ALA, permission or not. It refers to a licence (and don't think you are the only one who knows the regs 
).
The stuff I was not too sure about I just rang a local VERY experienced CFI and asked.
His response:
"at Avalon you can fly down to 5' and go round, just as long as you don't land"
Prudent is another argument. Just as whether it is 'prudent' to deny GA access to an airport yet still expect them to act in a gentlemanly way in the airspace above (NB, I am not advocating unsafe, just within the rules).
).The stuff I was not too sure about I just rang a local VERY experienced CFI and asked.
His response:
"at Avalon you can fly down to 5' and go round, just as long as you don't land"
Prudent is another argument. Just as whether it is 'prudent' to deny GA access to an airport yet still expect them to act in a gentlemanly way in the airspace above (NB, I am not advocating unsafe, just within the rules).
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It appears we are orienting in time and space here;
MBZ= CTAF (R) very soon, or am I wrong?
Problems overlooked are that during times of mass confusion, (which I believe is orchestrated), a lot of CTAF's that now have RPT will shortly be CTAF (R).
I quote Griffith and Narrandera with a REX Saab doing the loop back to Sydney.
Griffith is an MBZ /and Narrandera a CTAF. Same aeroplane same passengers, same destination.
Smelling a rat I see YNAR becoming a CTAF (R) which just about buggas the local ultralight blokes who have given GA away because it's all to bloody hard and don't have a radio probably.
Orange is a CTAF, bet it becomes a CTAF (R). Bets anyone?
MBZ= CTAF (R) very soon, or am I wrong?
Problems overlooked are that during times of mass confusion, (which I believe is orchestrated), a lot of CTAF's that now have RPT will shortly be CTAF (R).
I quote Griffith and Narrandera with a REX Saab doing the loop back to Sydney.
Griffith is an MBZ /and Narrandera a CTAF. Same aeroplane same passengers, same destination.
Smelling a rat I see YNAR becoming a CTAF (R) which just about buggas the local ultralight blokes who have given GA away because it's all to bloody hard and don't have a radio probably.
Orange is a CTAF, bet it becomes a CTAF (R). Bets anyone?
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Colonel, when we are not talking the pros and cons of gerriatric leadership we seem to agree. Perhaps we should stick to that.
Why not just buy a handheld and continue to fly!!!
Avalon even
Why not just buy a handheld and continue to fly!!!
Avalon even
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Yes I suppose it is opinion. So spurred on by Squark I have today read the CAOs on this issue.
So FACTS not opinions.
1. OCTA I can fly below 500' due to stress of weather or during approach or practise approach.
2. In a CTAF-R I must make radio calls as per the outlined procedures when in the circuit. (no mention of landing).
And, nowhere can I find any reference to any airspace above a privately owned ALA being in anyway otherwise restricted.
So, those with opposing 'opinion' please point me to this elusive 'factoid'.
So FACTS not opinions.
1. OCTA I can fly below 500' due to stress of weather or during approach or practise approach.
2. In a CTAF-R I must make radio calls as per the outlined procedures when in the circuit. (no mention of landing).
And, nowhere can I find any reference to any airspace above a privately owned ALA being in anyway otherwise restricted.
So, those with opposing 'opinion' please point me to this elusive 'factoid'.
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Don't want to appear to be on the Squarkers side, however.... Impulses point 1 is pretty irrelevant...
1. OCTA I can fly below 500' due to stress of weather or during approach or practise approach.
- This is the type of excuse you make when you have done something wrong or are trying to defend yourself when you got caught. A private ALA is as such, and transiting the area must be done at 1,500ft as a rule. Try flying over Tyabb for example at 500ft... you won't be too popular and you'll end up with a "please explain" from CASA.
2. In a CTAF-R I must make radio calls as per the outlined procedures when in the circuit. (no mention of landing).
- Avalon is an MBZ and as such is not a CTAF-R - I have no idea why people are referring to Avalon as CTAF-R until it becomes one....!!! Not relevant to the argument right now anyway.
1. OCTA I can fly below 500' due to stress of weather or during approach or practise approach.
- This is the type of excuse you make when you have done something wrong or are trying to defend yourself when you got caught. A private ALA is as such, and transiting the area must be done at 1,500ft as a rule. Try flying over Tyabb for example at 500ft... you won't be too popular and you'll end up with a "please explain" from CASA.
2. In a CTAF-R I must make radio calls as per the outlined procedures when in the circuit. (no mention of landing).
- Avalon is an MBZ and as such is not a CTAF-R - I have no idea why people are referring to Avalon as CTAF-R until it becomes one....!!! Not relevant to the argument right now anyway.
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I never said 'fly over' at 500'. I agree that would cause a please explain. I said join a normal circuit and let down on final to (say) 100' using all appropriate calls etc and then go around.
That is NOT illegal or even in my view irresponsible.
That is NOT illegal or even in my view irresponsible.
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????AGL
Mr 8 Hrs, did I read this right 1500AGL? In a built up area I thought it was 1000 AGL and 500AGL otherwise.
What is the 1500 for? Apart from flying over a ALA to check the sock!
J
What is the 1500 for? Apart from flying over a ALA to check the sock!
J
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Actually CTAF-R procedures don't allow that. But, a phone call to CASA has confirmed, providing you operate in accordance with the Regs you can join and decend in the circuit as low as you like provided you don't land.
So look out JetScab.
So look out JetScab.
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Avalon as class C
I have transited Avalon when the tower is active (class C). Requesting a clearance prior to entry of the zone with clear intentions stated reslts in a sensible non fus clearance issed. Such a clearance contains required altitude and trcking points,
